Automatic vehicle control system



NOV- 22. 1965 w. |v|NGsToN ETAL 3.287.555

AUTOMATIC VEHICLE CONTROL SYSTEM 12 Sheets-Sheet l Filed Feb. l, 1963 Nov. 22, 1966 W. L. LIVINGSTON ETAL AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. 1, 1966 1,2 sheets-sheet a OA FIG. 2A 288 |94 206* -L-*OVERSREEO AMPLxFlLTER 205 C ,85 A MO 216 T-:p4 MDP AxLE ORA/EN ,-d-I FREQUENCY SCA (HHH 2'5 l /251 GENERATOR C6656 AMRUFILTER i 2/27 |5BR 1 I 431 I+) I l 520 I I 1 I I m28 4i@ l 422 CONTROL XX' i I l \2T5g /189 ID l |94 INCHING l 1 2759 O|9CR|MINATOR I i 426 ,74

599 409 TI" 4OO 5 I TVR I T 598 AUDIO H TR AMRUFIER l l l MR AA COFF i i i i )T6R 52' ("-r'- 534 393 l l CARRIER 'Igl l l I AMP| |F|ER l l CA I I I Vu If 1 445 552 E-(-) I/l7 25 \I RECEIVER i iCORNOL Col LS RCB l I UNER- TTL AFY' 1 l I TUI TCAI RECElvER I COlLs RCA I I+, l INVENTORS l i@ l w.| .L|\/|NGSTON AND By J.D.HUGHSON l i A I I MMM T 'I I THEIR ATTORNEY Nov. 22, 1966 W. L. LIVINGSTON ETAL AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. l, 1963 l2 Sheets-Sheet 4 449 II IWI-I I 205 I I l I I+) I I CONTACT CLOSED I 204 DI ONLY IF THROTTLE LEVER IS IN I I i |74 s I I I I J I @4274@ I I I INCHINC TO FIELD I I 23I I MICROPOSTTIONER (H WINDINC I I I 234m BFOFFIOB I I 422 I v (FFI I I I I24O 429 I I 425 I +I MIDH MIM-I I E II l: |II| I I I 239 t I POsITIONI-:R 'TT 242 I ITI; -NPHRI 257 233 I I I I-I 24' (+I I I I-II IIBE I I I Av I I I 248I I V I I *IfIzII/IPHR I I I IH'III" I I +2MPH MICRO- l *(1) I l I I|5 I POSITIONER IHRE/I 25o I I l I I I U27? 264 I I I l I ITIH I 279 I 265 Il I INVENTORS |56 I I I I w.L.LIvINCsTON ANO l I I I4@ I :i1 TI 266 I www I I I I THEIR ATTORNEY N0v 22, 1966 w. L. LIVINGSTON ETAL 3,287,555

AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. 1, 1963 1,2 Sheets-5heet 5 28S I I FIG. 2D w TO COVENOR 289 I I I CONTROL SOLENOIDS Ie2 I I I AW; 7* I I BV o ..g I GV@ l I I"-I`v DV I I *|65 Ex py o I33 AVR C R DVR E R TO CONVENTIONAL |32 I I II I I I I:I II LOCOMOTIVE CIRCUITS I -il5 I' n WE; .TfII-I I I .I ,IISOIII l a O I n c u n WIO a c WF THROTTLE STEPPER SWITCH PIIISIIIIIIIIIIIIOI LIGHTS I 28| MII) 85 I TBI-I I B4 I TSI I SO |82 I--7-I1I I |79 I 'I IBI IL---I ISB I I -.ILI4I I L7.; I45 I I42 I III-WIFI |44 I III-I I294I 22'1 M275; I I273I 152% im I IDH TSD .,I.' 39e I I I 58 SSQI I I I I I TIR I I I ETTII/I" I 26 I I To' "www: I

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| I I I I I "P I I I I I I I I FO I I I I I I I I I I-T-T I I I I I I I GT RER FR I I I I I -I-T -r-*Ir -Iw TIH I I I I I I I J..I.I. 4.,.; -J.

I I I I I I I I INVENTORS I I I I I I CRDBP w.L.LIvINCSTON AND I I I I I I I BY J D HUCIISON ASB MXP ACCKP AED NPILOP I I+ I I, i, s l I.. MVM III I III IIIIIM T I T I I I I I I I I I THEIR ATTORNEY Nov. 22, 1966 AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. l. 1963 l2 Sheets-Sheet 6 FG 2E MD BE P l TL" TJ'I' T-T TH' I--LTT .I i .L IA. .I..I.I. .I. I. Ti 32| I I I I I I 276 I I I I II20I I I I I I I I I 543 I IIIISI I I I 'IWI I I I I 342 d I I I 54|:

I I I I I I I I I I I I I I I I 344 TAIL CAR I I I I APPARATUS I I I |22 M f I I 322/ "-532- I I I' TUNER I I #5292 I RECEIvII-:R I I CoILs RCT I I I I TRAIN I I I I CONTROL I I I AMPLIFIER I I I CR I TCA2 II I I I+I -I7 I I I 335 I9 I I I I I l I I I `I 9 3L I I I (4)278 279 92 I I+) I' IIa H2 I 447 I+ I IxxI I II39 l I |38 |40 (Isa I/VVENTORS `w.L. LIVINGSTON AND IDIIUGHSON THEIR ATTORNEY Nov. 22, 1966 W. L.. LIVINGSTON ETAL.

AUTOMATIC VEHICLE CONTROL `SYSTEM THEIR ATTORNEY Nov. 22, 1966 w. L. LIVINGSTON ETAL 3,287,555

AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. l. 1963 l2 Sheets-Sheet 9 OKIEII TRAIN LINES [49 TO OTHER AMv-CI 5o CARS caes; TT f ETC EMV KILI

ON LOCOII/IOTIVE gm LPS4 AMV-L E I/vI/f/ITo/IS w.L.LIvINCsTON ANO .I O. HUGIISON TROUBLE RESE PB 87l r ESPBIL) ESPBIR) RMV-L THEIR ATTORNEY IMV-CI ON EACH CAR T T T S GH H H H Hm mL I .L LE .Ru I I .D E www Cm m m w; 3 R I m m :NL wm IIIII I I V I F 2 3G T mm R I SM O u L/ ITEM 9 wm H WD ,I 2 M N 6 5 DI R 2 8 3 Cl 6 -IMT I2II IIII In III IIIIT G 2H w E II|III Il IIII |9U\I III D Ik 9 R 5 2 G 6 G H N )I I 5 II- III m03- IH I IIIIII ENG. Y HWH H ADF BLO 2 OEF G. TEE .In 4 my 7 F 6 m .VIII I III III I. II III T IIIIIIIAI- w 9 DHT.. E nO 9 YJ TIIIIRI ||II14II| I Pf; 3 DO 8 III I IIMW IIII II IOIJ L m 9 I 4 6 III f I IIO I I I REI-As ELEASE PB IRIGHT sIOEI 455 RELEASE PB @(LEFT SIDE) Nov. 22, 1966 w. I.. LIVINGSTON ETAI. 3,287,555

AUTOMATIC VEHICLE CONTROL SYSTEM Filed Feb. 1, 1963 12 Sheets-Sheet l0 FIGB TO WINOING OF INOHING SPEED 254g, 'SII'GORS MIOROPOSITIONER,FIO.2O

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ENGINE SPEED GOVENOR BATTERY FIELD WINDING BF LOAD REGULATOR l ISEE FIOEHI I DIESEL I Y MAIN rTO TRAOTION ENGINE GENERATOR MOTORS FIGA CONTROL DRIVING POWER WIRES IDLE NOI NO2 NO3 No.4 No.5 NO e No.7 NOO PY X EX X X X X X X X X Av X X X X Bv X X X X Ov X X X X X X Ov X X X= CONTROL wIRE ENERGIZEO FIO. FIG. EIO. FIG.

2A 2B 2O 2O FIG. FIO. FIG. FIG.

INVENToRs W.I .LIVINOOTON ANO JOI-IUGHSON THEIR ATTORNEY Nov. 22, 1966 w. L. LIVINGSTON ETAL 3,287,555

AUTOMATIC VEHICLE CONTROL SYSTEM 12 Sheets-Sheet 11 Filed Feb. l, 1965 NOV 22, 1966 w. L. LIVINGSTON ETAL 3,287,555

AUTOMATIC VEHICLE CONTROL SYSTEM 12 Sheets-Sheet 12 Filed Feb. 1, 1963 NGE wml.

mi tsm United States y Patent 3,287,555 AUTOMATIC VEHICLE CONTROL SYSTEM Waltrus L. Livingston and J. Donald Hugllson, Rochester,

N.Y., assignors to General Signal Corporation, Rochester, N.Y., a corporation of New York Filed Feb. 1, 1963, Ser. No. 255,624 18 Claims. (Cl. 246-187) This invention generally relates to vehicle control systems and more particularly pertains to the automatic control of unmanned vehicles. Although the system of the present invention is adaptable to the control of various l types of vehicles, it is particularly useful during the unmanned operation of railway trains.

In the specific embodiment disclosed herein, command information indicative of the desired train operation is communicated from the wayside to the vehicle and, suitable receiving means are employed on the vehicle to receive the command signals. This received command information is then effective on the vehicle to provide a vehicle carried registration of the desired train operation in accordance with which the vehicle is automatically operated. Any suitable form of selecting apparatus could be employed for selecting the particular command signals to be communicated to the vehicle. For example, the command signals -to be communicated to the vehicle could be manually selected by an operator at a remote control oice; they could be automatically selected in accordance with tratiic conditions existing in advance of the vehicle, as is well known to those skilled in the art; or else, could be selected by a suitable programmer located either on the wayside or on the vehicle.

Also provided on the automatic train, in accordance with the present invention, is apparatus for monitoring the act-ual performance of the vehicle. This actual vehicle performance is then compared to the desired operation called for by the command information, and, the train is then automatically controlled so as to accurately maintain the actual operation of the vehicle at the desired opera-tion being called for by the command information. More particularly, it is proposed in accordance with the illustrated embodiment of the present invention to utilize the wayside to vehicle command signals to instruct Ithe vehicle as to its desired speed and direction of travel. In accordance with this command information and the actual speed of the train, the train throttle and/or brakes are then automatically operated so as to accurately maintain the actual train speed at the desired speed called for by the command signals from the wayside.

In addition to providing automatic train operation for the normal high, medium and low running speeds of thirty miles-per-hour, fifteen miles-per-hour and seven milesper-hour respectively, apparatus is also provided in accordance with the present invention whereby an unmanned -railway train can be accurately and automatically loperated to run at the relatively low speed of two miles-per-hour, for example, and also at very low or inching speeds which might range, for example, between one-eighth and threeeighths of a mile-per-hour.

In accordance with the present invention, it is furthermore proposed to provide for readily adjusting the train carried apparatus utilized to compare the actual and desired train speeds, whereby the actual speed of the train may be controlled to remain within any desired range of the desired speed being called for by the command information.

In the selected embodiment shown herein, the railway train being automatically controlled in accordance with the present invention, is assumed to be driven by a locomotive of the diesel-electric type, wherein a diesel ACC engine, an electric generator and a plurality of traction motors serve collectively as the power unit for the locomotive. On such diesel-electric type locomotives, an engine speed governor is provided for accurately controlling both the fuel supplied to the diesel engine and the generator loading on the engine, so as to accurately maintain the engine speed at that ordered by the locomotive throttle, as is well-known in the art.

More specifically, the engine speed governor normally provided on the diesel-electric type locomotives includes certain control solenoids, normally designated as the AV, BV, CV, and DV solenoids, which are selectively energized in predetermined combinations during manual train operation in accordance with the position of the enginemans throttle lever, to cause the governor to control the diesel engine to the various predetermined speeds associated with the various throttle positions.

The engine speed governor furthermore includes certain automatically actuated valves which operate to control the `setting of a load regulating rheostat (load regulator) connected in series with the battery iield winding of the main generator, whereby the generator loading of the diesel engine is accurately and automatically varied towards a so-called balance point for each throttle setting and locomotive speed. In addition, a so-called overriding solenoid is also normally included in such engine speed governor and is effective, when energized by conventional circuitry provided on the locomotive, to override the normal movement of the load regulator towards its balance point and aotuates the load regulator towards a minimum field position wherein a minimum current is supplied to the generators battery field winding.

In accordance with the present invention, it is further proposed to render the automatic operation of the locomotive throttle dependent upon proper engine speed governor action; i.e., after a throttle setting has been made by the automatic throttle control apparatus to be described, a further throttle increase cannot be effected until the engine speed governor has properly controlled the generator loading on the diesel engine. By rendering the Ithrottle stepping dependent upon proper governor action, smooth acceleration of the automatically operated vehicle is produced.

It is also proposed in accordance with the present invention, to provide a novel warning control system on the unmanned 4railway train whereby audible warning devices, located at either end of the railway train being controlled, are selectively actuated to provide warning to the Wayside that the automated train is approaching, dependent upon which end of the train is leading as the train approaches the wayside location.

Safe procedures are also provided in accordance with the present invention, for converting a vehicle both from (l) automatic operation condition, wherein its throttle and brakes are automatically operated in accordance with command information registered on the vehicle, into` manual operating condition wherein it is controlled by an engineman, and (2) from manual operation condition into condition for -automatic operation in accordance with such command information.

More specifically, means are provided whereby a person on the wayside may initiate an automatic brake application on the automated vehicle so as to permit him to safely board the vehicle and return the vehicle to manual operating condition. Furthermore, the manualto-automatic conversion procedure requires that an operator board the vehicle and perform at least one manual operation necessary to convert the vehicle into condition for automatic operation. It is then required, in accordance with the present invention, that the operator subsequently alight from the vehicle and perform afurther manual operation from the wayside necessary to fully convert the locomotive into condition for automatic operation. It is apparent that such a procedure for manualto-automatic vehicle conversion is safe and would prevent an automatic vehicle from being `dispatched with personnel trapped aboard.

In accordance with the present invention, it is furthermore proposed to automatically check that the unmanned vehicle, to be automatically operated, is in proper working condition both when the vehicle is to be started from a standstill and also, while the vehicle is underway. In accordance with the specific embodiment shown herein, various possible trouble conditions are automatically monitored on the railway train and determine whether or not the vehicle is in proper working condition. Thus, such items as low oil pressure, failure in the high and low voltage electrical systems on the locomotive, insuflicient lubricating oil pressure, etc. are automatically checked before the automatic vehicle can proceed in response to a proceed command signal registered on the vehicle. Furthermore, certain other items such as whether or not the engine is over-heated, etc. are also monitored, while the vehicle is underway, Iand, if trouble should occur, restrictive action is taken on the train; i.e., in the selected embodiment, the train is controlled to a predetermined low speed unless of course trafc conditions require a more restrictive train control, in which case the automated train will be operated in accordance with the command information from the wayside.

In view of the above considerations, one object of the present invention is to provide for automatically operating unmanned vehicles in accordance with command information indicative of the desired operation of the vehicle.

A further object of the present invention is to provide for automatically operating the throttle and brake mechanisms on an unmanned railway train so las to control the actual train -speed in accordance with command information indicative of the desired ltrain speed.-

Another object of the present invention is to provide for automatic operation of railway trains at very low or inching speeds.

A further object of the present invention is to provide for continually detecting whether or not an unmanned vehicle is in proper condition for automatic operation, in accordance with command information indicative of the desired vehicle operation, and to render the actual vehicle performance dependent upon this detection of vehicle condition. v A further object of the present invention is to provide safe procedures for converting a vehicle between conditions for manual and automatic vehicle operation, whereby a single person may safely convert a vehicle either from manual operating condition into condition for fully automatic operation or from .automatic into manual operating condition.

A more specific object of the present invention is to provide for automatic operation of the throttle on an unmanned railway locomotive wherein automatic throttle operation is rendered dependent upon proper operation of an engine speed governor provided on the locomotive.

A further object of the present invention is to provide for automatically and selectively actuating warning devices at either end of the vehicle to give warning to the wayside that the vehicle is approaching, as selected in accordance with whichever end of the vehicle is leading as the vehicle approaches a predetermined wayside location.

Other objects, purposes and characteristic features of the present invention will in part be pointed out as the description of the present invention progresses and part obvious from the accompanying drawings. Indescribing the vehicle.

the invention in detail, reference will be made to the accompanying drawings in which:

FIG. l is a block diagram illustrating one specific embodiment of the present invention;

FIGS. 2A through 2H illustrate in detail, the vehicle carried control apparatus of FIG. l, according to the present invention, for automatically operating a railway train powered bya diesel-electric type locomotive;

FIG. 3 isa diagrammatic illustration of the power -unit on a conventional diesel-electric type locomotive;

FIG. 4 illustrates a power chart showing the selective energization of a plurality of throttle control wires, PY, EX, AV, BV, CV and DV normally provided on such diesel-electric locomotives;

FIG. 5 is an arrangement diagram illustrating the proper arrangement of FIGS. 2A through 2H to form an operable control system;

FIG. 6 illustrates in detailed block diagram of certain electronic control apparatus of FIG. 2A; and

FIG. 7 further illustrates, partially in block diagram form and partially in detailed circuit form, certain other electronic apparatus of FIG. 2A.

In order to simplify the drawings and the explanation of the illustrated embodiment of the present invention, various conventional symbols are utilized in the drawings. For example, arrowheads and arrowtails with associated symbols and respectively, are utilized and are intended to represent opposite terminals of suitable sources of electric current, and it is to be understood that such sources of current may be of any suitable forms for the purposes intended.

Before beginning a detailed description of the automatic train operation provided by the illustrated embodiment of the present invention, reference should be made to FIG. 1 and the general block diagram illustrated therein.

' General description As previously mentioned, the vehicle control system of the present invention is embodied in this disclosure in -the form of a system for automatically 'operating an unmanned railway train, powered by a diesel-electric type locomotive, in accordance with electrical command signals communicated from the wayside to the train. In the illust-rated embodiment of this invention, two diiferent communication channels are assumed as Ibeing utilized for communicating this command information from the wayside to the train. More specifically, one such channel employs a base frequency of alternating current (for eX- ample cycles per second) coded at predetermined code rates lof 371/2, 75, 120, and 270 pulses per minute, while the other communication channel employs a carrier frequency (for example, 960 cycles per second) modulated by audio tones TV, T4, T5, and T6. For example, the code-d alternating current might be communicated from the wayside to the train 'via the 'track rails, while the modulated carrier frequency could be applied to suitatble wayside loop circuits for communication to The particular commands associated with each of these assumed signals will be pointed out hereinafter.

Receiver means in the form of pick-up coils RCA and RCB are provided at ends A and B of the locomotive respectively, to inductively receive the command signals, and receiver selection circuitry RS is utilized, whereby se lection is rnade :between the receiver coils on the A or B ends yof the locomotive, depending wpon which end of the locomotive is connected to the trailing cars.

More particularly, the receiver selection apparatus RS illustrated in block form in FIG. l includes the push buttons AEPB and `BEPB of FIG. 2A and the associated relays AE and BE. The command information received by the selected locomotive receiver coils is then applied to a locomotive carrier tuner TUI which is utilized to reject all but the base frequency of the coded track current and the.

5, carrier frequency utilized to communicate the audio tones to the train. From the output of the locomotive carried tuner TU1, the track code information received from the wayside is fed to a train control amplifier TCAl which is utilized to amplify the received track code rates, while the tone modulated carrier frequency is supplied t-o a carrier amplifier CA which similarly amplifies the carrier frequency infomation.

Connected to the output of tihe carrier amplifier CA, is an audio amplifier AA which separates the modulating tones from the carrier frequency; amplifies these audio tones; and causes selective enengization of the tone relays T4R, TSR and T6R of FIG. 2A dependent upon which tones are received, whereby the desired train perfor-mance, as indicated by which tones are modulating the received carrier frequency, is registered on the .aforementioned tone relays.

Referring to FIG. 1, the tail car of the train is also provided 'with receiving apparatus including suitable receiver coils RCT for inductively receiving track code information indicative o-f the desired train performance while 4the train is operating With the tail car leading, as will Jbe decided. These tail car receiver coils supply input to a tuner TUZ, similar to that carried o-n kthe locomotive, which rejects all lbut the base frequency of the coded track currents. Thus, in the illustrated embodiment of the present invention, the locomotive is equipped t-o receive both the coded track currents and the modulated carrier frequency, while the tail car is equipped to receive only the coded track currents. However, it should be understood that t-he Itail car could also lbe equipped to receive the modulated carrier, without in any manner departing from the spirit or scope of the present invention.

At the output of the tuner TUZ is -a train control amplifier TCA2 similar to that carried on the locomotive. This tail car train control amplier is utilized to amplify the track code information lbeing received by the It-ail car receiver coils and operates a code responsive relay CR dependent up-on the particular track code lbeing received. The tail car apparatus shown in FIG. 1 is also illustrated in FIG. 2E of the accompanying drawings.

Certain direction selecting apparatus DS is provided in accordance wit-h the :present invention and is operated dependent upon the desired direction of travel of the vehicle, so as to render either the selected receiver coils on the locomotive or those on the tail car effective to receive the train signals communicated from the wayside to the vehicle. With reference to FIG. 2F, this direction selection apparatus DS includes push Ibuttons NBPB and SBPB and associated relays NB, SB and DT, the operation of which will be described in more de-tail hereinafter.

Depending upon the desired direction of travel, the code following relay CF of FIGS. 1 and 2F is then actuated at the received track code rate. This code following relay CF then controls the input `to decoding apparatus, including the various decoder units DU of FIG. 2B each having a decoding relay R connected at its output for registering the desired train performance in accordance with -the received track code rates.

Also included in the locomotive command reception apparatus of FIG. 1 is an inching discrimin-ator ID which is utilized for converting a variable tone, transmitted from the wayside to the train into a D.C. voltage whose magniltude is proportional to a desired very low or inching speed. As will tbe pointed out in more detail hereinafter, this inching -discriminator ID forms part of a novel speed control organization provided Iby the present invention wherelby a railway locomotive, for example, may be controlled to properly operate at a very low or inching speed range .such as, for example, between one-eighth .and threeeightihs of a mile-per-hour.

Referring Ito FIG. 1, the command information reigistered on -the tone relays of FIG. 2A and lthe decoding relays of FIG. 2B then is utilized as input to certain command and speed comparison apparatus CSC provided on 6 the vehicle whose function will Ibe described in more detail hereinafter.

In order that the automa-ted railway train be properly controlled in accordance with the desired performance 'being commanded lby the wayside, an axle-driven frequency generator ADFG is provided on the locomotive (see FIG. 2A), land produces an output frequency which is proportional to the actual speed of the train, as is familiar to those skilled in the art. The output of this axledriven frequency generator ADF G .is coupled to an inching speed control unit ISC along wit-h the D.C. voltage analog of the desire-d inching speed as developed Iby the inching discriminator ID. In the inching speed control unit ISC, the Iactual and desired inchin-g speeds are compared so that the command and speed comparison unit CSC shown in FIG. 1 can ihe properly controlled to provide that operation of the throttle and ibrake apparatus of the train necessary to maintain the desired inching speed.

Included in the train speed indication apparatus of FIG. l, is an overspeed amplifilter OA and a speed control amplilter SCA which, together with certain speed filters to be described in more detail hereinafter, operate -to register whether or not the actual speed of t-he vehicle is remaining within certain predetermined speed limits associ-ated with the other speed commands from the wayside. More particularly, the speed filters shown in FIG. 1 represent a plurality of `filters of the high-pass variety, each -having a pass frequency preselected in accordance with the output frequency of the axle-driven frequency generator ADFG for various train speeds. Thus, a particular one of these speed filters will be connected to the output of -the frequency generator ADFG, as selected by the desired speed being called for by the command information communicated to the train from the wayside; i.e. as registered by the tone relays of FIG. 2A land the decoding relays of FIG. 2B. These speed filters are more particularly shown in FIG. 2B of the accompanying drawings and include the high-pass filters labeled as the 33 m.p.h., 30 m.p.h., 17.5 m.p.h., 15 m.p.h., 9.5 m.p.h., 7 m.p.h. and 2 m.p.h. filters. It should Ibe pointed out here that each of these speed filters will pass all frequencies higher than the -frequency output of the axle-driven frequency generator ADFG at the speed designated for the speed filter; e.g., the 30 m.p.h. filter will pass the output of the axle generator when the actual train speed is above thirty milesper-hour. The operation of this train speed comparison apparatus, including overspeed amplifilter OA, the speed -amplifilter SCA and the various speed filters of FIG. 2B will be set forth in detail hereinafter.

Also included in the train speed indication portion of FIG. 1 is a motion detection unit for detecting whether or not the train is in motion, and includes relays MD and MDP of FIG. 2A.

In accordance with the desired train speed being registered 'by the tone relays of FIG. 2A and the decoding relays of FIG. ZB, and also in accordance with the comparison of the actual train speed with this desired speed by the train speed indication apparatus of FIG. 1, the command and speed comparison apparatus CSC of FIG. 1 is utilized, in the selected embodiment of the present invention, to cause the proper operation of the throttle and brake apparatus of the vehicle, whereby the actual speed is made to conform with the desired value being called for from the wayside.

More specifically, the throttle control apparatus TC of FIG. 1, provided in accordance with the illustrated embodiment, includes the throttle stepper switch TSS of FIGS. 2C and 2D land associated circuitry for automatically adjusting the throttling on the unmanned locomotive and a control circuit for the so-called overriding solenoid normally provided on the diesel-electric type locornotive assumed as being controlled in accordance with the selected embodiment of the present invention.

Furthermore, the Ibrake control apparatus BC shown in Iblock diagram form in FIG. 1 more particularly in- 7 cludes train brake control magnet valves (for example, magnet valves AMV-C1 and IMV-Cl of FIG. 2H) providedon each car of the train for controlling application ofthe train air brakes, the locomotive brake controlmagnet valves yRMV-L and AMV-L provided on the locomo- -tive to control the independent locomotive brakes, and furthermore, the emergency brake magnetvalve EMV for lcontrolling an emergency application of the vehicle brakes.

In order to insure that the train is properly operating in Iaccordance with the throttle and brake commands, the train performance is continually monitored and is reported back to the command apparatus of FIG. 1 where it is utilized, as will be described.

More particularly, means are provided in accordance with the present invention for interlocking the operation of the train throttle and Ibrake apparatus to insure proper automatic operation, and, for causing the unmanned vehicle to be properly operated in accordance with any troubles that may oc-cur either when placing the train in automatic operating condition or after the unmanned train is underway. For example, during manual operation, the `engineman on a diesel-electric locomotive is provided with various indicating lights lwhereby he can visually detect if any trouble occurs so that appropriate action may be taken. Thus, such things as a hot engine, low oil pressure, no A.C. power or a ground on the locomotive high voltage system are normally checked on the locomotive by automatic detecting apparatus well-known in the art and indicated by so-called HOT ENGINE, LOW OIL, NO POWER and GROUND lights respectively.

However, since the present invention proposes a completely automated vehi-cle, it is necessary that appropriate action be automatically taken if these or any other trouble condition arise. With reference to FIG. 2H, more specically, the so-called GROUND light is lit, to register that a groun has occurred on -the locomotive high voltage system; the relay NP-LOP is assumed to be energized vwhenever either of the so-called NO POWER or LOW OIL lights is lit, to register respectively that the locomotive AJC. power system has failed or that the engine lubricating oil pressure is low; and, the general trouble relay `GT is assumed to be energized, for example, whenever the so-called HOT ENGINE light is lit, to register that -the diesel engi-ne is overheating. Obviously, these trouble registering relays provided by the present invention could 'be directly controlled by the conventional trouble detecting apparatus of the railway train, if desired, when the train is being automatically controlled, so that the unmanned vehicle will not be improperly operated during such ltrouble conditions.

In or-derto provide smooth operation of the automated diesel electric locomotive being controlled in accordance with the illustrated embodiment of the present invention, the stepping of the locomotive throttle stepper switch TSS of FIG. 2D, is rendered dependent upon proper action by the engine speed governor normally provided on such diesel electric type locomotives. More particularly, the engine speed governor is effective, when the locomotive is being manually operated, to properly control the loading by the main generator on ythe diesel engine so as to maintain a predetermined power output for each throttle position. In accordance with the present invention, the

actuation of the stepper switch TSS is rendered dependent upon proper governor action `so that an automatic change in the throttle setting will not be taken until the generator loading on the engine has been properly adjusted by the governor for the preceding throttle position, thus insuring smooth acceleration and deceleration of the automated vehicle.

As previously pointed out, the system of the present invention furthermore provides for actuation of warning devices on each end of the vehicle, dependent upon direction of travel, so as to afford warning to the wayside that the-automated vehicle is approaching. Thus, in accordance with the selected embodiment shown in the drawings, whenever the automated train is travelling at less than fteen miles-per-hour, one or the other of two warning bells on the train is actuated to give audible warning to the wayside that the unmanned train is approaching; it being assumed here that suitable wayside apparatus (not shown) is rendered effective, as is well-known in the art, to communicate the proper commands to the vehicle ordering it to travel at less than fifteen miles-per-hour as the vehicle approaches such Wayside locations. More particularly, a warning bell WBL (see FIG. 2E) is provided on the locomotive and is actuated, if the locomotive is leading, to provide an audible Warning to the Wayside that the train is approaching, and similarly, warning bell WBT of FIG. 2H is provided on the tail car of the train and is automatically actuated to give the same audible warning to the wayside in the event the tail car is leading as the train approaches the wayside location.

Having thus described the general organization of the illustrated embodiment of the present invention, a more detailed operational description will now be set forth assuming that a train equipped with the apparatus of FIGS. 2A through 2H is standing on the track rails with its independent locomotive and train brakes having been previously manually applied and its throttle in the IDLE position.

Manual to automatic conversion In order to convert the train from manual to automatic operating condition, it is necessary for an authorized person to: (1) board the locomotive; (2) perform certain manual operations necessary to partially place the vehicle in condition of automatic operation in accordance with the aforementioned command information; and (3) to alight from the locomotive and perform at least one more manual operation from the wayside required to fully place the vehicle in automatic operating condition. As previously mentioned, this procedure helps guard against the possibility of dispatching the automated train with personnel trapped aboard.

To begin, the operator converting the train into automatic operating condition boards the locomotive and depresses push button AEPB or push button BEPB of FIG. 2A, depending upon which end of the locomotive is coupled to the trailing cars. For example, if the B end of the locomotive is coupled, receiver coils RCA on the A end of the locomotive would be rendered effective t-o inductively receive the command information communicated to the vehicle. Thus, with the push button AEPB depressed, the energizing circuit for relay AE of FIG. 2A is then completed and extends from through the closed back contact 10 of push button AEPB, back contact 11 of the motion detector repeater relay MDP to check that the train is standing still, and to and thereafter, relay AE is provided with a stick circuit including its own front contact 12 and back contact 13 of relay BE. With the receiver selecting relay AE now picked up, the receiver coils RCA are connected, via shielded cable 14 and front contacts 15 and 16 of relay AE, as input to the tuner TU1 of FIG. 2A.

As previously pointed out, the tuner TU1 is utilized to pass only the command signals being received by the receiver coils RCA, which signals may be in the form of either a coded track rail current of One hundred cycles per second base frequency, for example, or a tone modulated carrier frequency of one kilocycle, for example. From this tuner TU1, any modulated carrier frequency information received is applied along cable 17 to a suitable carrier frequency amplifier CA, while the received coded trackcircuit information is applied along cable 18 to the train control amplifier TCA1, wherein such track codes are converted into pulses of sufficient amplitude for operating the lier TCA2, whereby the code responsive relay CR is selectively energized to close its front contact 19 at the code rate being received by receiver coils RCT.

It is now necessary for the operator to select the desired direction of travel for the train; i.e., whether the locomotive or the tail car is to lead during subsequent operation of the vehicle. Assuming that the locomotive is to lead, and that this corresponds to travel in a southbound direction, the operator momentarily depresses push button SBPB of FIG. 2F and thereby energizes relay SB over a circuit including the closed back contact 20 of push button SBPB and back contact 21 of relay NB. When the push button SBPB is subsequently released, the relay SB is then provided with a stick circuit -including front contact 22 of the push button NBPB, front contact 23 -of push button SBPB, back contact 24 of code repeater relay 27 0P, front contact 2S of relay SB, and back contact 21 of relay NB. It is thus apparent that the relay SB is retained in its picked up position until the opposite direction of travel is selected for the train, in accordance with the picking up of relay NB, as will be described hereinafter.

It will now be assumed that the track rails upon which the locomotive is standing are energized with current coded at one of the aforementioned proceed track code rates of 75, 120 or 180 pulses per minute. Thus, with the relay SB now picked up to register that the locomotive is to lead, the code following relay CF of FIG. 2F is now energized, in accordance with the track code information from the train control amplifier TCA1 of FIG. 2A (as received by receiver coils RCA), over wires 26 and 27 between FIGS. 2A, 2B and 2F, and front contacts 28 and 29 of relay SB. This coding of relay CF causes its front and back contacts 30 and 31 of FIG. 2B to be operated at the received track code rate for selectively energizing the code relays 371/2 R, 75R, 120K, 108R, and 270R so as to register the desired train operation.

With reference to the following tabulation, the various command signals being utilized in the illustrated embodiment of this invention are listed, along With the corresponding desired automatic train operation.

.Desired automatic train operation Command slgnal:

No code Emergency brake application. 371/2 code rate. Service brake application. 75 code rate Proceed at seven miles-per-hour.

Tone T4 Tail c-ar to lead. Tone T Proceed at two miles-per-hour. Tone T6 Locomotive to lead.

After the desired direction of travel has been selected by the operator, in accordance with the depression of push button SBPB, the automation push button AUTO of FIG. 2D is depressed so as to complete an energizing circuit for the relay A-M of FIG. 2C extending through back contact 32 of the push button and along wire 33 between FIGS. 2D and 2C. Autom-ation relay A-M is thereafter retained in its picked up position by a stick circuit including its own front contact 34, wire 35 between FIGS. ZC and 2D, and the normally closed contact 36 of the manual push button MAN. With the relay A-M now picked up, the normally energized manual emergency relay MER of FIG. 2C is now deenergized by the opening of back contact 37 of the automation relay A-M. This relay MER is utilized as will be described, for controlling emergency application of the train air brakes.

With relay MER now dropped away, the emergency brake magnet valve EMV (see FIG. 2H) is now deenergized to vent the train brake pipe to the atmosphere and causes full application of the train brakes. This magnet valve EMV thus insures that the train air brakes are applied during conversion of the vehicle from manual to 'automatic operating condition. More specifically, the emergency magnet valve EMV of FIG. 2H is normally energized by a circuit extending from in FIG. 2G, through front contact 38 of relay MER, wire 39l between FIGS. 2G and 2H, wire 40 between FIGS. 2H and 2G, through front contact 41 of relay MER, and to and thus, the opening of front contacts 38 and 41, due to the dropping away of relay MER, deenergizes the magnet valve EMV to apply the train brakes. The picking up of automation relay A-M of FIG. 2C furthermore opens the normally closed energizing circuit for relay lASB of FIG. 2H extending through back contact 42 of relay A-M and along wire 43 between FIGS. 2G and 2H. With relay ASB dropped away, its repeater relay ASBP is also released by the opening of front contact 44 of the relay ASB.

Furthermore, with back contacts 45 and 46 of relay ASB now closed, an energizing circuit is completed for magnet valves AMV-L and RMV-L of FIG. 2H which control the automatic application and release of the independent locomotive air brakes. More specifically, in the selected embodiment of the present invention, the magnet valves AMV-L and RMV-L are connected into the independent air brake system for the locomotive in such a manner that the locomotive brakes are applied when both of these magnet valves are energized, and the locomotive brakes are released when both of these magnet valves are deenergized. Thus, with the relay ASB dropped away, as described above, the magnet valves AMV-L and RMVL are both energized, to call for an automatic application of the independent locomotive brakes.

As previously mentioned, repeater relay ASBP is now also dropped away and closes its back contacts 47 and 48 so as to energize the train brake application magnet valves provided for each car of the train; e.g. magnet valve AMV-C1 of FIG. 2H provided for the rst car, via trainline `wires 49 and 50 which extend throughout the entire length of the train and are furthermore connected to opposite sides of the winding for relay ACK of FIG. 2H, whereby the relay ACK checks that the trainlines 49 and 50 are not open-circuited throughout the entire train length. These train brake valves are connected into the train air brake system in such -a manner that when energize-d, they call for an automatic reduction of the brake pipe pressure to c-ause application of the train brakes, and, when they are deenergized, call for the train air brakes to release. In order to check that a predetermined number of these train brake application kmagnet valves are properly energized when relay ASBP drops away, to call for application of the train air brakes, the relay ACCK is inserted in series with the trainline wires 49 and 50 and is only picked up if the current magnitude in lWires .49 and 50 is sufficient to indicate that the predetermined number of the magnet valves are energized. With the train brakes properly applied, as previously discussed, .the relay ACCK is thus picked up to close its `front contact 51 for energizing its repeater relay ACCKP. Furthermore, pressure switch LPSl of FIG. 2H also detects whether the locomotive brakes are applied by registering for example, that the brake cylinder pressure is above a predetermined value; i.e., if the locomotive brakes are on, lpressure switch LPS1 is cl-osed to energize relay BONP of FIG. 2G over wire 52.

The operator converting the train from manual to automatic operating condition now depresses the push button 4RESET (see FIG. 2H) to energize the relay AEB of FIG. 2H by a circuit including contact 53 of the push button. This relay AEB Will be stuck in its picked up position, as will be described, only if a command signal is being received by receiver coils RCA of FIG. 2A and the vehicle is in proper condition to be automatically operated in accordance with such command signal from the wayside. This picking up of relay AEB furthermore causes reenergization of the emergency magnet valve 11 EMV of FIG. 2H by the closure of its front contacts 54 and 55 so that the train brake pipe is no longer vented, `and therefore, the brake pipe can now be charged and the train air brakes released, as will be described hereinafter.

More specically, the stick circuit by which relay AEB isy maintained in its picked up position, to permit the train brake pipe to be charged and the brakes to be released, includes its own front contact 56, the normally closed contact 57 of the emergency push button EBP located inside the cab of the locomotive to permit the operator to manually call for an emergency brake application, the normally closed contacts S8 and 59 of emergency stop push buttons ESPB (L) and ESPB (R) respectively which are located on the left and right exterior sides of the locomotive respectively also to permit an operator on the wayside to cause an emergency brake application on the vehicle, wire 60 extending between FIGS. 2H and 2G, front contact 61 of the automation relay A-M, wire 62 between FIGS. 2G and 2H, back contact 63 of relay NP-LOP which is closed unless the NO POWER or LOW OIL PRESSURE lights on the locomotive are lit to indicate that a power failure has occurred in the A.C. power system of the locomotive or that the oil pressure in the diesel engine lubricating system is insufficient, yfront contact 64. of relay ACCKP which detects as previously described that the proper number of train brake application magnet valves are energized on the cars of the train to enforce a service brake application, wire 65 between FIGS. 2H and 2G, front contact 66 of relay BONP which detects that the locomotive brakes are applied, 'wire 67 between FIGS. 2G and 2H, back contact 68 of relay ASB which indicates that a brake application has been called for, wire 69 between FIGS. 2H and 2G, back contact 70 of relay SRCOK, wire 71 between FIGS. 2G and 2F, and front Contact 72 of code repeater relay 371/2P which is picked up as long as a code of at least 371/2 pulses per minute is being received by the train.

With reference to this stick circuit for relay AEB, it should be noted that front contact 73 of relay SCK is connected in multiple with back contact 70 of relay SRCOK of FIG. 2G which is picked up before the automated vehicle can get underway. Therefore, it is also necessary that relay SCK of FIG. 2G be picked up to close its front contact 73, prior to the picking up of relay SRCOK, in order to maintain relay AEB picked up and thus prevent an emergency brake application.

More specifically, relay SCK checks that a direction of travel has been selected; that the relay AEB has been picked up to energize the emergency magnet value EMV of FIG. 2H; and, that a proceed track code is being received on the train, and, is energized by a circuit extending from in FIGS. 2G and 2F, through front contact 76 o'f relay SB since the southbound direction of travel has been established for the train, wire 77 between FIGS. 2F, 2G and 2H, front contact 78 of relay AEB which indicates that a brake reset has been manually made on the vehicle, along wire 79 between FIGS. 2H, 2G and 2F, through one of the front contacts 80, S1 or 82 of code repeater relays 75P, 120P and 180P respectively which proves that a proceed track code command signal has been received from the wayside, front contact 83 of code repeater relay 371/2P which is closed as long as a proceed track code is being received, the normally closed contact of the manual stop push button STOP of FIG. 2F, and to (l-).

The operator on the train now actuates the manual brake ycontrol handles provided on the diesel-electric type locomotive to those positions for releasing the locomotive and train air brakes; e.g. the train brake handle is moved to that position wherein it will cause brake pipe to be charged with air. However, since the train brake application magnet valves (for example, magnet valve AMV-C1 of FIG. 2H) and the locomotive brake control 12 magnet valves AMV-L and RMV-L of FIG. 2H are now energized, as previously described, the train and locomotive brakes remain applied even though the manual brake control leversA have been moved to the brake releasing positions.

The operator has now completed the necessary manual operations on the vehicle and he therefore now alights from the locomotive cab so as to perform lcertain operations from the wayside necessary to fully place the vehicle in automatic operating condition. More specifically, a pair of release push buttons are provided, lone on either side of the locomotive (see FIG. 2H), one of which must be actuated from the wayside in order to fully place the vehicle under automatic control in accordance with the received command information communicated from the wayside.

Assuming now that a 180 track code is being inductively received by receiver coils RCA of FIG. 2A, the code following relay CF of FIG. 2F is energized at the 180 code -rate and operates its contacts 31 of FIG. 2B accordingly, so as to energize the conventional master transformer MT and decoding unit 180DU for picking up code relay ISR. With code relay 180K picked up, its repeater relay 1801D is then also picked up by a circuit extending from (-l-) in FIG. 2D, through back contact 84 of general trouble relay GT, along wire 85 between FIGS. 2D, 2C and 2B, through back contact 85a of relay 75R, back contact 86 of relay 120R, front contact 87 of relay 180R, back contact 83 of relay 270R, and to As mentioned previously, this picking up of code relay 1SOR and repeater relay 180P registers that the vehicle is desired to proceed at thirty miles-per-hour.

The operator then pushes one of the RELEASE push buttons and now completes -an energizing circuit for reiay REMS of FIG. 2H, extending from (Jr), through the closed contact of the depressed RELEASE push button, and to It should 'be noted in FIG. 2H, that the relay REMS is thereafter provided with a stick circuit includin-g its own front contact 89 and front conta-ct 90 of relay AEB, whereby the relay REMS is stuck in its picked up position as long as the relay AEB remains picked up. As previously pointed out, the relay AEB is retained in its picked up position as ilon-g as the vehicle is in proper condition to ybe automatically operated.

With the relay REMS now picked up, the relay SRCOK of FIG. 2G is also energized, provided that the train is in proper lcondition to proceed. More particularly, the energizing circuit tto-r relay SRCOK includes front contact 91 of relay SCK, wire 92 between FIGS'. 2G, 2F and 2E, back contact 93 of the motion detector repeater relay MDP which proves that the train is not in motion, wire 94 between FIGS. 2E, 2F and 2G, front contact 95 of relay BONP which checks that the locomotive brakes are applied, back contact 96 of relay NOGF which detects that the conventional generator eld tcontactor GF is properly actuated for getting the train underway, wire 97 between FIGS. 2G and 2H, rfront contact 918 of relay PYR which detects that the throttle has been manually placed in the IDLE position, front contact 99 of relay REMS which detects that the operator has alighted from t-he cab and manually depressed -a RELEASE push button located on the side of the locomotive, front contact 100 of rel-ay ACCKP which detects that a sucient num-her of train brake application magnet valves have been energ-ized, front contact 10'1 of relay AEB which checks that a manual reset of the brakes has been initiated, back contact 102 of relay NP-LOP, back contact 103 of relay GRDBP which is a repeater lof the `locomotive ground relay and indicates when dropped away that a ground -has not occurred on the locomotive high voltage system, the closed contact of pressure switch LPS2 which indicates that an emergency brake application is not called for, and the closed contacts of pressure switches LPS3 land TCISI which are l-ocated on the locomotive and tail car respectively and register that there is proper braking pressure throughout the train.

With relays SRCOK and fR'EMS now :both picked up and Ia 1.80 code rate bein-g received (code relay 180K4 picked up), an alternate pick-up @circuit for relay yASB of FIG. 2H is now completed to release the locomotive and train brakes, extending from in FIG. 2F, through -front contact 104 of code repeater relay 180P, front contact 105 of code repeater relay 371/21), along wire 10'6 between FIGS. 2F an-d 2G, front contact 107 Iof relay SRCOK, back contact 108of relay +2MPHR, Awire 109 between FIGS. 2C and 2H, `front contact 110 of relay REMS, and to More specifically, with the relay ASB picked up, the locomotive brake control magnet valves AMV-L and RMV-L of FIG. 2H are now deenergized land lthe independent locomotive =brakes are thus released, as previously discussed, and L'furthermore its repeater relay ASBP is now also picked up so as to deenergize the train brake application mag-net valves provided on each of the cars of the train `(for example, magnet valve AMV-C1 of FIG. 2H). As previously mentioned, with these train brake application magnet valfves now also deenergized, the automatic train 'brake application is now also released, and, the automated train is now `in condition to be automatically operated in accordance with the command information being inductively received by the selected locomotive receiver coils RCA of FIG. 2A.

Before ldiscussing lhow the automated train gets underway, it should be pointed out that the relay SRCOK, after Ibeing picked up as previously described, is provided with a stick circuit including its own front contact 74, wire 75 between FIGS. 2G and 2F, front contact 76 of relay SB, Iwire 77 between FIGS. 2F, 2G an-d 2H, front contact 78 of relay AEB, wire 79 between FIGS. 2H, 2G and 2F, front contact `82 of code repeater relay 1801), front ,contact -83 of relay 371/21?, and the closed contact of the manual STOP push button. It should furthermore be noted that with relay SRCOK picked up, relay SCK is now deenergized 'by the opening Iof lback contact 74 of relay SRCOK. However, for reasons to lbe described, relay SCK is made slow releasing and therefore does not immediately drop away.

Thus with reference to t'he above-mentioned stick circuit for relay AEB, it is seen that with relay SRCOK now picked up (back -contact 70 opened), it is necessary that front contact 73 of relay SCK remain closed, to maintain relay AEB picked up, and prevent an emergency application of the vehicle :air brakes. It is therefore necessary to establish a stick circuit for relay SCK before it drops away to deenergize relay AEB. More particularly, tthe stick circuit `for relay ySCK includes its own front contact 111, wire 112 between FIGS. 2G, 2F and 2E, and front contact 113 of the motion detector relay MD. Thus, the required stick -circuit for relay SCK is established, providing the train properly starts in motion in response to the 180 proceed code rate n-ow being received, and, if the train fails to get underway within the predetermined time, set by the drop away time of relay SCK, the relay AEB and the emergency brake magnet valve EMV of FIG. 2H are then deenergized to call for an emergency brake application.

In the illustrated embodiment of the present invention, the direction of train travel is directly determined by the relays RER and FOR of FIG. 2H which control the energization of wires RE and FO in FIG. 2D; i.e., if the relay FOR is picked up, wire FO is energized by the obvious circuit in FIGS. 2C and 2D including lwire 11311 and the closed front contact of relay FOR and causes the traction motors to be electrically connected for driving the locomotive in the forward direction (southbound) g whereas, if relay RER is picked up, the control wire RE is energized to cause the locomotive to be driven in the reverse direction (northbound). More particularly, for the assumed southbound direction of travel with the locomotive leading, the forward relay FOR of FIG. 2H is energized to electrically connect traction motors for driving the vehicle in the forward direct-ion b y a circuit extending from (-i) in FIG. 2C and including front contact 114 of relay A-M, wire between FIGS. 2C and 2B, front contact 116 of the southbound relay SB, back contact 117 of relay TSP, wire 1-18 between FIGS 2B, 2F and 2E, front contact 119 .of vreceiver Vselector relay AE, back contact 120 of relay BE, back contact 121 of the motion detector repeater relay MDP, wire 122 between FIGS. 2E, 2F and 2G, front contact 123 of relay BONP `which checks that the brakes are on, frontcontact 124 of the relay SRCOK, wire 125 between FIGS. 2Gand 2H, front contact 126 of relay ASB, front contact 127 of relay ACCKP, and to After the relay FOR has been picked up, it is :then maintained 'in its picked up position by the obvious stick circuit including its own front contact 128 and back contact 129 of the reverse relay RER. Thus, the forward relay FOR is picked up between vthe time when the relay ASB is picked up to initiate a brake release and the time when the brakes are actually released `as detected by ,the dropping away of relays BONP and ACCKP.

`Getting train `underway Assuming now that the relays SCK and SRCOK are both properly picked up, as previously described, to indicate that the vehicle is ready for automatic operation, and, that the vehicle brakes have been properly released,

the throttle control wire T3H of FIGS. 2C and 2D is now energized to call for a throttle increase from IDLE to the No. 3 power setting. However, before the details are' set forth as to how the throttle setting is automatically advanced, the structure of the throttle stepper switch TSS of FIGS. 2C and 2D will be discussed.

This throttle stepper switch TSS includes a plurality of rotatable wafers WA through WL which are mounted in a stacked relationship as in normal wafer switches, and which rotate as a unit in either a clockwise or a counter-clockwise direction, in accordance with the energization of coils LCC and RCC of FIGS. 2C and 2D, respectively. More particularly, the energization of coil LCC of FIG. 2C causes the wafers WA through WL of the throttle stepper switch to move one step at a time in a clockwise direction, while the energization of coil RCC of FIG. 2D causes these ywafers to be stepped in a counterclockwise direction. More particularly, the wafers WA through WL are moved from one position to another each time the coil LCC or the coil RCC is energized, and, the throttle stepper switch TSS is so constructed that the coil LCC or RCC must be deenergized as each step is ltaken before a subsequent step can be made to the next position, in either the clockwise or counter-clockwise direction.

As will be discussed in detail hereinafter, the throttle stepper switch TSS is at times required to home up to a preselected throttle setting; eg., the No. 3 throttle setting when throttle control wire T3H 'is energized for getting the train underway, and, in order to provide for properly energizing and deenergizing the coil LCC, as mentioned above, to cause the wafers WA through WL to step in the clockwise direction, a so-called commutating contact 130 is provided and is actuated by the movement of wafer WA so that it is momentarily opened to deenergize coil LCC as each step is made by wafer WA. Similarly, a commutating contact 131 is associated with wafer WL of FIG. 2D, and in substantially the same manner, causes coil RCC to be selectively energized and deenergized for stepping the wafers WA through WL in a counterclockwise direction when the throttle stepper switch TSS is ordered to home down to a preselected throttle position, for example, in accordance with the energization of either the throttle control wires IDH or T1H of FIGS. 2C and 2D which call for homing of throttle stepper switch TSS to those positions associated with the IDLE and No. 1 power settings of the locomotive throttle respectively.

In addition to the above-mentioned throttle control wires IDH, T lH and T3H which call for the throttle stepper switch TSS' to home to those positions corresponding to the IDLE, No. 1 power, and No. 3 power setting respectively for the locomotive throttle, the stepper switch TSS is furthermore controlled by the throttle control wires TSI and TSD of FIGS. 2C and 2D which, when energized, call for the locomotive throttle setting to be increased and decreased respectively by one step. These throttle control wires TSI and TSD are more particularly utilized to maintain the actual speed of the train at the demand or desired speed called for by the received command signal, as will be described.

The throttle stepper switch TSS of FIGS. 2D and 2C is then effective to cause selective energization of the automatic control relays PYR, EXR, AVR, BVR, CVR, and DVR of FIG. 2D, for the purpose of selectively and automatically energizing the locomotive control wires PY, EX, AV, BV, CV and DV which are provided on the diesel-electric type locomotive, for automatically setting the driving power condition on the locomotive. More particularly, the energization of these control wires is directly controlled by the throttle lever when the train is being manually operated, and with reference to FIG. 4 of the accompanying drawings, these control wires determine the driving power developed by the locomotive power unit, as is well-known in the art. vOf these, the wires AV, BV, CV and DV control certain engine governor solenoid valves, which determine the speed of the diesel engine, as is also well known in the art.

For example, with the throttle stepper switch TSS in the illustrated condition, the relay PYR is picked by a circuit including wire 132 between FIGS. 2D and 2C which is energized with wafer WD of FIG. 2C in the illustrated position. This picking up of relay PYR then causes energization of control wire PY of FIG. 2D by a circuit extending from (-4-) in FIG. 2C, along wire 133 between FIGS. 2C and 2D, and front contact 134 of relay PYR. It should be noted here that'wire 133 is connected to (-1-) provided the manual throttle lever is in the IDLE position, as assumed above, and furthermore, that back contact 135 of relay A-M is connected in multiple with front contact 134 of relay PYR, whereby the control wire PY is directly controlledr by the throttle lever when the train is being manually operated.

' With reference to FIG. 2D, it should be noted that wafer WE is utilized for energizing a plurality of wires in accordance with the throttle position being called for by the throttle stepper switch TSS, and, it is assumed here that these wires lead to and cause selective energization of a corresponding plurality of throttle position indicator lights (not shown) which arevprovided on the locomotive to afford a visual indication that the automatic throttle control apparatus of this invention is functioning properly, and which would be particularly useful during any required testing of the control system.

As mentioned previously, the throttle control wire TSH of FIGS. 2C and 2D is energized when the automated train is ready to proceed in response to the 180 code rate now being received by coils RCA, of FIG. 2A. More particularly, the energizing circuit for this TSH control wire extends from4 (-1-) in FIG. 2G, through front con- 'tact 136 of relay SCK, front contact 137 of relay SRCOK, wire 138 between FIGS. 2G, 2F and 2E, back contact X139 of motion detector relay MD, wire 140 between FIGS. 2E, 2F, 2G and 2C, back contact 141 of relay BONP which. detects that the locomotive brakes have now been released as previously described, wire 142 between FIGS. 2C and 2D, front contact 143 of relay ASB which detects that the train brakes have also been released, front contact 144 of relay. AEB which detects that the emergency magnet valve EMV has been properly energized, andback contact 145 of relay GRDBP.

With the wine TSH of FIGS. 2D and 2C now energized, stepping ,coil LCC of the throttle stepper switch TSS is yenergized wire 158.

energized via the tab 146 on wafer WC in the illustrated position, wire 147 in FIGS. 2C and 2B, back contact 148 of relay TVP, wire 14811, contacts 149 and 150 of wafer WA, commutating contact 130, contacts 151 and 152 of wafer WB, and to The wafers WA throughy WL are now advanced one step in the clockwise direction, and as previously pointed out, the commutating contact is then momentarily opened to interrupt this energizing circuit for stepping coil LCC, as is necessary before the throttle stepper switch TSS can be advanced fur ther.

With reference to FIG. 2C, it will be noted that with wafer WD advanced one position in the clockwise direction, the relay PYR is no longer energized; and, with reference to FIG. 2D, it will be noted that with wafer W] now advanced one position in the clockwise direction, the relay EXR of FIG. 2D is energized by a circuit extending from (-1-) in FIG. 2H, through front contact 153 of relay AEB, front contact 154 of relay REMS, front contact 155 of relay ASB, along wire 156 between FIGS. 2H, 2G and 2C, back contact 157 of relay BONP, wire 153 between FIGS. 2C and 2D, contacts 159 and of wafer WJ, and to With relay EXR picked up, the control wire EX is then energized to cause the locomotive power unit to deliver the driving power output associated with the No. l throttle setting, by a circuit extending from in FIG. 2C, through front contact 161 of the automation relay A-M, along wire 162 between FIGS. 2C and 2D, and through front contact 163 of the relay EXR.

As mentioned previously, the commutating contact 130 of FIG. 2C opens as the wafer WA is moved to its first clockwise position for momentarily deenergizing stepping coil LCC. Thus, with the throttle control wire T3H still energized over the previously described circuit; i.e. motion detector relay MD of FIG. 2A still dropped away to close its back contact 139 of FIG. 2E, the coil LCC would again be energized, over the previously discussed circuit including contact 149 on wafer WA, to move the wafers of the throttle stepper switch TSS to the next or second clockwise position to call for the No. 2 power setting on the locomotive. More specifically, with the wafers WA through WL now moved to their second clockwise posi tion, relays EXR and AVR of FIG. 2D are now both picked up to energize control wires EX and AV of FIG. 2D, from wire 162, and call for the No. 2 power setting (see FIG. 4); the relay EXR being picked up over a circuit previously described including energized wire 158 and wafer WJ, and the relay AVR being picked up over a circuit including tab 164 of wafer WF which is now in position to connect the winding of relay AVR to the same Similarly, assuming that commutating contact 130 has momentarily deenergized stepping coil LCC, and with throttle control wire TSH still energized, the wafers of the throttle stepper switch TSS are once again actuated by coil LCC to move to their third clockwise position, wherein the resulting positions of wafers WJ and WH cause relays EXR and CBR respectively of FIG. 2D Ato be energized by wire 162 to call for the No. 3 power setting on the locomotive (see FIG. 4). Furthermore, with wafer WA now advanced to its lthird clockwise position, indent 165 on wafer WA is now opposite contact 149, and therefore stepping coil LCC can no longer be energized from the throttle control wire TSH of FIGS. 2C and 2D. Thus, the throttle stepper switch TSS has been homed to the No. 3 throttling or power setting.

This increasing application of driving power from the locomotive power unit now causes the vehicle to start in motion, and, when the vehicle speed has increased to a predetermined value (found in practice to be approximately one mile per hour), motion detector relay. MD of FIG. 2A now-picks up to close its front contact 113 included in the previously described stick circuit for relay SCK. Assuming that this picking up of relay MD occurs 

1. THE COMBINATION WITH A VARIABLE SPEED POWER UNIT EQUIPPED WITH GOVERNOR MEANS WHICH ADJUSTS THE LOADING ON SAID POWER UNIT EACH TIME THE SPEED SETTING ON SAID POWER UNIT IS CHANGED TO PRODUCE A DIFFERENT POWER OUTPUT FROM SAID POWER UNIT, OF (A) REGISTERING MEANS FOR REGISTERING A DESIRED SPEED SETTING FOR SAID POWER UNIT, (B) STEPPING MEANS RESPONSIVE TO THE REGISTRATION OF SAID REGISTERING MEANS FOR ADJUSTING THE SPEED SETTING ON SAID POWER UNIT, AND (C) CONTROL MEANS RESPONSIVE TO THE CONDITION OF SAID GOVERNOR MEANS EFFECTIVE TO PERMIT SAID STEPPING MEANS TO ADJUST SAID SPEED SETTING ON THE POWER UNIT FROM A FIRST TO A SECOND VALUE DURING THE ADJUSTMENT OF SAID SPEED SETTING TO THE DESIRED SETTING REGISTERED BY SAID REGISTERING MEANS ONLY AFTER SAID GOVERNOR MEANS HAS PROPERLY ADJUSTED THE LOADING ON SAID POWER UNIT FOR SAID FIRST SPEED VALUE. 